JP2017180372A - Internal combustion engine controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine controller capable of adjusting combustion properly to control an operation state of an internal combustion engine, with a simple structure capable of suppressing individual difference of the internal combustion engine.SOLUTION: An internal combustion engine controller 1 includes: an estimation torque calculation unit 610 configured to calculate estimation torque of an internal combustion engine based on an instruction value of a fuel injection amount at the time when the internal combustion engine is instructed to perform combustion; an actual calculation unit 607 configured to calculate actual torque of the internal combustion engine generated by the combustion; and an operation state control unit 611 configured to control an operation state according to the estimation torque and the actual torque.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device applied to an internal combustion engine of a vehicle such as a motorcycle.

  In recent years, for an internal combustion engine of a vehicle such as a motorcycle, the controller is used to operate the internal combustion engine while cooperating the supply of fuel to the internal combustion engine, the supply of air, and the ignition of the mixture of fuel and air. An electronically controlled internal combustion engine controller that electronically controls the state is employed.

  Specifically, such an internal combustion engine control device includes an intake air amount and a crank angle sensor for an internal combustion engine obtained by using respective detection signals from sensors such as an air flow sensor, a throttle opening sensor, and an intake manifold negative pressure sensor. The fuel injection amount for realizing an appropriate air-fuel ratio in the internal combustion engine is calculated on the basis of the rotational speed of the internal combustion engine obtained using the detection signal, and the fuel injection amount is injected into the internal combustion engine with this fuel injection amount. And performing ignition on the mixture of intake air and injected fuel at a predetermined ignition timing.

  Further, at this time, in the internal combustion engine control device, the limit values for the fuel injection amount and the ignition timing are set in consideration of characteristics relating to MBT (Minimum Advance for the Best Torque) and knocking in the internal combustion engine. There is also. Further, in such an internal combustion engine control device, the fuel to the air-fuel mixture corresponding to the combustion state in the combustion chamber is detected by using detection signals from sensors such as an in-cylinder pressure sensor, a knock sensor, and an ion current sensor. Some have a configuration in which the injection amount and the ignition timing are each adjusted.

  Under such circumstances, Patent Document 1 relates to an engine control method, and relates to a crank angle sensor, an oxygen concentration sensor, a temperature sensor, a throttle opening sensor, an intake pipe pressure sensor, a hot-wire intake air amount sensor, an intake air temperature sensor, an exhaust gas. Using a tube temperature sensor and a catalyst temperature sensor, preignition that occurs before ignition due to an increase in the in-cylinder temperature is prevented, and even if ignition occurs before ignition, proper processing is performed to prevent engine damage. It has a structure to prevent.

JP-A-9-273436

  However, according to the study of the present inventor, in the configuration of Patent Document 1, various sensors such as an oxygen concentration sensor, an intake pipe pressure sensor, a hot-wire intake air amount sensor, an exhaust pipe temperature sensor, and a catalyst temperature sensor are used. It is necessary to provide this, and the configuration is complicated and the cost of the entire vehicle tends to increase, and there is room for improvement in this respect.

  Further, according to the study by the present inventor, in particular, in order to grasp the air-fuel ratio state of the internal combustion engine, it is necessary to use an expensive sensor such as an oxygen concentration sensor or a wide area air-fuel ratio sensor. Costs are likely to rise, and there is room for improvement in this respect.

  Further, according to the study of the present inventor, in particular, when a popular oxygen concentration sensor is used for grasping the state of the air-fuel ratio of the internal combustion engine, the feedback control of the operation state of the internal combustion engine performs the stoichiometric air-fuel ratio and its vicinity region. Therefore, in order to enable such feedback control in a wider air-fuel ratio range, it is necessary to use a wide-range air-fuel ratio sensor, and in any case, the cost of the entire vehicle tends to increase. In this respect, there is room for improvement.

  The present invention has been made through the above studies, and an internal combustion engine control apparatus capable of controlling the operating state of the internal combustion engine by realizing an appropriate fuel adjustment with a simple configuration capable of suppressing individual differences among the internal combustion engines. The purpose is to provide.

  In order to achieve the above object, the present invention provides an internal combustion engine control apparatus for controlling an operating state of an internal combustion engine to a fuel injection amount instruction value instructed to the internal combustion engine to cause combustion of the internal combustion engine. An estimated torque calculating unit that calculates an estimated torque of the internal combustion engine based on the torque, a torque calculating unit that calculates an actual torque of the internal combustion engine generated by the combustion, and the operating state according to the estimated torque and the actual torque. It is set as a 1st aspect to provide the driving | running state control part to control.

  According to the present invention, in addition to the first aspect, the estimated torque calculation unit calculates a corrected torque by correcting the estimated torque in consideration of a time delay reflecting the generation characteristic of the actual torque, and the operation A state control part makes it 2nd aspect to control the said driving | running state according to the said correction | amendment torque and the said actual torque.

  According to the present invention, in addition to the second aspect, the operation state control unit has a new fuel injection amount smaller than the latest fuel injection amount instruction value when the correction torque is larger than the actual torque. It is a third aspect to control the operation state by instructing an instruction value to the internal combustion engine.

  According to the above-described internal combustion engine control apparatus according to the first aspect of the present invention, the estimated torque of the internal combustion engine is calculated based on the indicated value of the fuel injection amount instructed to the internal combustion engine to generate combustion of the internal combustion engine. Since it includes an estimated torque calculation unit, a torque calculation unit that calculates the actual torque of the internal combustion engine generated by combustion, and an operation state control unit that controls the operation state according to the estimated torque and the actual torque. With a simple configuration capable of suppressing individual differences among the internal combustion engines, it is possible to control the operating state of the internal combustion engine by realizing an appropriate fuel adjustment.

  According to the internal combustion engine controller according to the second aspect of the present invention, the estimated torque calculation unit calculates the corrected torque by correcting the estimated torque, taking into account the time delay reflecting the actual torque generation characteristics, Since the driving state control unit controls the driving state in accordance with the correction torque and the actual torque, the estimated torque is appropriately corrected in consideration of the time delay reflecting the actual torque generation characteristics. By using this correction value, the operating state of the internal combustion engine can be controlled more appropriately.

  According to the internal combustion engine control apparatus of the third aspect of the present invention, when the operating state control unit has a larger correction torque than the actual torque, a new fuel injection smaller than the latest value of the fuel injection amount is indicated. Since the amount instruction value is instructed to the internal combustion engine, a state in which the fuel adjustment of the internal combustion engine is on the rich side can be appropriately suppressed, and the operating state of the internal combustion engine can be more appropriately controlled.

FIG. 1 is a block diagram showing a configuration of an internal combustion engine control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing a flow of an operation state control process executed by the internal combustion engine control apparatus according to the present embodiment.

  Hereinafter, an internal combustion engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Constitution]
First, the configuration of the internal combustion engine control device in the present embodiment will be described with reference to FIG.

  FIG. 1 is a block diagram showing the configuration of the internal combustion engine control device in the present embodiment.

  As shown in FIG. 1, an internal combustion engine control apparatus 1 according to this embodiment is mounted on a vehicle such as a motorcycle, and controls the operating state of the internal combustion engine of the vehicle. The internal combustion engine control device 1 according to the present embodiment includes an ECU (Electronic Control Unit) 60 that is electrically connected to a throttle opening sensor 20, a crank angle sensor 30, and a coolant temperature sensor 50. The internal combustion engine to which the internal combustion engine control apparatus 1 is applied is typically a four-stroke cycle internal combustion engine and a single cylinder or a two-cylinder internal combustion engine having unequal intervals. For the convenience of explanation, specific illustrations of the configuration of the vehicle and the internal combustion engine are omitted. Further, as a fuel applied to an internal combustion engine, in principle, those that are currently available can be applied, for example, regardless of the type of gasoline, ethanol, methanol, etc., and the type of gasoline octane number is not limited. is there.

  The throttle opening sensor 20 is mounted on the main body of the throttle device of the internal combustion engine, detects the opening of the throttle valve as the throttle opening, and inputs an electric signal indicating the detected throttle opening to the ECU 60.

  In the internal combustion engine, the crank angle sensor 30 is attached to a lower case or the like that is assembled to the lower part of the cylinder block in a manner facing a tooth portion formed on the outer peripheral surface of the reluctator, and as the crankshaft (crankshaft) rotates. By detecting the rotating tooth portion, the rotational speed of the crankshaft is detected as the rotational speed of the internal combustion engine. The crank angle sensor 30 inputs an electric signal indicating the detected rotational speed of the internal combustion engine to the ECU 60.

  The cooling water temperature sensor 50 is attached to the cylinder block in a state of entering the cooling water passage of the internal combustion engine, detects the temperature of the cooling water flowing through the cooling water passage, and indicates the temperature of the cooling water thus detected. A signal is input to the ECU 60.

  The ECU 60 operates using electric power from a battery provided in the vehicle. The ECU 60 includes an A / D (Analog to Digital) conversion circuit 601a and 601b, a waveform shaping circuit 602, a throttle opening calculation unit 603, an angular velocity calculation unit 604, a cooling water temperature calculation unit 606, an actual torque calculation unit 607, a RAM 609, an estimated torque. A calculation unit 610, an operation state control unit 611, and drive circuits 612a, 612b, and 612c are provided. Note that the throttle opening calculation unit 603, the angular velocity calculation unit 604, the cooling water temperature calculation unit 606, the actual torque calculation unit 607, the estimated torque calculation unit 610, and the operation state control unit 611 are not shown in the arithmetic processing unit of the ECU 60. It is shown as a functional block when a necessary control program is read from the memory and necessary control data is read from the RAM 609 to execute the operation state control process.

  The A / D conversion circuit 601 a converts the analog electrical signal input from the throttle opening sensor 20 into a digital form and inputs the digital signal to the throttle opening calculation unit 603.

  The A / D conversion circuit 601 b converts the analog electrical signal input from the coolant temperature sensor 50 into a digital format and inputs the digital signal to the coolant temperature calculation unit 606.

  The waveform shaping circuit 602 performs shaping processing such as smoothing processing on the electric signal input from the crank angle sensor 30 and then inputs the electric signal to the angular velocity calculation unit 604.

  The throttle opening calculation unit 603 calculates the throttle opening by using the electric signal input from the A / D conversion circuit 601a, and the throttle opening calculated by the throttle opening calculation unit 603 is the operating state control. Used in part 611.

  The angular velocity calculation unit 604 uses the electric signal input from the waveform shaping circuit 602 to calculate the angular velocity of the crankshaft in each of the exhaust stroke, intake stroke, compression stroke, and expansion stroke of the internal combustion engine as the rotational angular velocity of the internal combustion engine. At the same time, each angular acceleration of the crankshaft in each stroke is calculated as the rotational angular acceleration of the internal combustion engine. The rotational angular velocity and rotational angular acceleration of the internal combustion engine calculated by the angular velocity calculation unit 604 in this way are used by the actual torque calculation unit 607 to calculate output torque (actual torque) that is generated by the internal combustion engine.

  Specifically, the angular velocity calculation unit 604 detects the position of the piston of the internal combustion engine using the electrical signal input from the waveform shaping circuit 602, which is the exhaust top dead center, intake bottom dead center, compression top dead center. And the timing is acquired at the same time. In addition, the angular velocity calculation unit 604 determines that the piston position is at the exhaust top dead center when it is determined that the piston is at the exhaust top dead center, and if the piston position is at the intake bottom dead center. When it is determined that the stroke time of the intake stroke of the internal combustion engine and the position of the piston are at the compression top dead center, and when it is determined that the stroke time of the compression stroke of the internal combustion engine and the position of the piston are at the expansion bottom dead center Calculates the stroke time of the expansion stroke of the internal combustion engine correspondingly.

  Here, in response to these cases, the angular velocity calculation unit 604 divides 180 °, which is the angular range of each stroke at the crank angle, which is an angle in the rotation direction of the crankshaft, by the stroke time of the exhaust stroke, and thereby generates The exhaust stroke angular velocity, 180 ° divided by the intake stroke stroke time, and the intake stroke angular velocity of the internal combustion engine, 180 ° divided by the compression stroke time, the internal combustion engine compression stroke angular velocity, and 180 °. The angular velocity of the expansion stroke of the internal combustion engine is calculated by dividing by the stroke time of the expansion stroke.

  Further, in response to these cases, the angular velocity calculation unit 604 subtracts the angular velocity of the expansion stroke existing immediately before it from the angular velocity of the exhaust stroke to calculate the angular velocity difference of the exhaust stroke, and also calculates the angular velocity difference of the exhaust stroke. Divide by the stroke time of the stroke, subtract the angular velocity of the exhaust stroke that existed immediately before from the angular velocity of the intake stroke, calculate the angular velocity difference of the intake stroke, and divide the angular velocity difference of the intake stroke by the stroke time of the intake stroke, The angular velocity difference of the compression stroke is calculated by subtracting the angular velocity of the intake stroke existing immediately before from the angular velocity of the compression stroke, the angular velocity difference of the compression stroke is divided by the stroke time of the compression stroke, and the angular velocity of the expansion stroke is immediately before it. The angular velocity difference of the expansion stroke is calculated by subtracting the angular velocity of the expansion stroke by dividing the angular velocity difference of the expansion stroke by the stroke time of the expansion stroke. Every time, the angular acceleration of the compression stroke, and calculates the angular acceleration of the expansion stroke. The angular velocity difference between the strokes may be calculated by dividing the crankshaft angular velocity at the end of the stroke by the crankshaft angular velocity at the start of the stroke.

  As described above, in order to calculate the actual torque of the internal combustion engine, in order to calculate the angular acceleration of the crankshaft of the internal combustion engine in each step of the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke, It is sufficient to have at least one crank pulse for every 180 ° at. In other words, this means that it is necessary to make a simple structural change by adding one tooth to a reluctator having only one tooth at 360 ° of the rotation angle of the crankshaft often adopted in motorcycles. As a result, it is possible to calculate the actual torque of the internal combustion engine with high accuracy while minimizing the cost increase.

  In this way, when calculating the actual torque of the internal combustion engine, the angular acceleration of the crankshaft of the internal combustion engine is calculated every 180 ° in the rotation angle of the crankshaft. The influence of the moment of inertia of the reciprocating member mainly including the connecting rod and the piston in the crank mechanism can be canceled in principle, and the influence of the torsional vibration of the crankshaft can be absorbed in principle. This makes it possible to calculate the actual torque by calculating the angular acceleration of the crankshaft of the internal combustion engine by a common calculation method in an operation region including high rotation of the internal combustion engine. Here, the acceleration component and the deceleration component due to the moment of inertia of the reciprocating member make a round every 360 ° interval in the rotation angle of the crankshaft in the intake stroke and the exhaust stroke, and in the rotation angle of the crankshaft in the compression stroke and the expansion stroke. It makes a round in a section of 360 °. In addition, the operating resistance of the valve spring is not negligible when the internal combustion engine is running at a low speed. However, the acceleration component and the deceleration component due to this are the rotation angle of the crankshaft in each step of the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke. It occurs symmetrically every 180 ° section.

  The cooling water temperature calculation unit 606 calculates the temperature of the cooling water as the temperature of the internal combustion engine (engine temperature) using the electrical signal input from the A / D conversion circuit 601b, and the cooling water temperature calculation unit 606 calculates in this way. The engine temperature is used in the operation state control unit 611. The temperature of the cooling water is a representative temperature of the internal combustion engine representatively showing the temperature of the internal combustion engine, and can be evaluated as a temperature reflecting the amount of cooling heat for cooling the cylinder of the internal combustion engine. As the representative temperature of the internal combustion engine, the temperature of the lubricating oil of the internal combustion engine may be used in addition to the temperature of the cooling water.

  The actual torque calculation unit 607 calculates the actual torque of the internal combustion engine by directly using the rotational angular velocity of the internal combustion engine calculated by the angular velocity calculation unit 604, and thus the actual torque of the internal combustion engine calculated by the actual torque calculation unit 607 Is used in the operation state control unit 611.

  Specifically, the actual torque calculation unit 607 calculates the rotational angular acceleration in the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke of the internal combustion engine calculated by the angular velocity calculation unit 604, in particular, the exhaust stroke, the intake stroke, and the compression of the internal combustion engine. The actual torque in the stroke and the expansion stroke is calculated correspondingly. Here, the actual torques in the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke are the exhaust resistance torque, the intake resistance torque, and the compression resistance per unit moment of inertia of the reciprocating member mainly including the connecting rod and the piston in the crank mechanism of the internal combustion engine. This corresponds to the torque and the expansion generation torque. Specifically, since the exhaust resistance torque is a resistance torque obtained by adding up the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the exhaust resistance of the internal combustion engine in the exhaust stroke, the external load and the internal friction are constant. For example, the atmospheric pressure of the internal combustion engine and an index of the change can be used. The intake resistance torque is a resistance torque obtained by adding up the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the intake resistance of the internal combustion engine in the intake stroke. Therefore, if the external load and the internal friction are in a constant state, the internal combustion engine It becomes possible to use the throttle opening of the engine and an index of its change. The compression resistance torque is a resistance torque obtained by adding up the external load on the internal combustion engine in the compression stroke, the internal friction of the internal combustion engine, and the compression resistance of the internal combustion engine. Therefore, if the external load and the internal friction are constant, the internal combustion engine It can be used as an index of the intake air amount of the engine and its change. In addition, since the expansion torque is a sum of the external load on the internal combustion engine, the internal friction of the internal combustion engine, and the output torque generated by the internal combustion engine in the expansion stroke, the external load and the internal friction are constant. For example, the actual torque generated by the internal combustion engine and the change thereof, that is, the driving force of the internal combustion engine and the change index thereof can be used.

  In this way, the exhaust torque, the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke of the internal combustion engine are divided into every 180 ° in the rotation angle of the crankshaft to calculate the actual torque of the internal combustion engine. In addition, it is possible to calculate the intake resistance torque, the compression resistance torque, and the expansion generation torque, respectively, thereby calculating torque components such as the load / friction torque and the stroke generation torque difference.

  Specifically, the actual torque calculation unit 607 calculates the load / friction torque from the sum of the angular accelerations in the exhaust stroke and the intake stroke that are continuous with each other, and also calculates the difference between the angular accelerations in the compression stroke and the expansion stroke that are continuous with each other. Alternatively, the stroke generation torque difference is calculated from the ratio. Specifically, the load / friction torque is obtained by adding the exhaust resistance torque and the intake resistance torque. Typically, the resistance force acting on the internal combustion engine in the warm-up state of the internal combustion engine and an index of the change thereof It becomes possible. The stroke generation torque difference is obtained by adding the compression resistance torque and the expansion generation torque, or by taking a ratio thereof, and the total amount of supply gas acting on the internal combustion engine and its change, that is, typical Specifically, the throttle opening and intake pressure in the fuel injection system and their changes can be used as indicators.

  In addition, the actual torque calculation unit 607 calculates a correction value by correcting the actual torque, taking into account the time delay reflecting the torque generation characteristics caused by the fluctuation of the actual torque of the internal combustion engine and the fluctuation of the fuel injection amount, etc. May be.

  The RAM 609 is constituted by a volatile storage device, and an operation state control unit that stores various data (such as an instruction value of the fuel injection amount and an ignition timing) used when the operation state control unit 611 controls the operation state of the internal combustion engine. 611 functions as a working area.

  The estimated torque calculation unit 610 calculates an estimated value of the torque generated by the internal combustion engine based on the instruction value of the fuel injection amount, and thus the estimated value of the internal combustion engine torque calculated by the estimated torque calculation unit 610 is the driving value. Used by the state control unit 611.

  Here, particularly when the internal combustion engine is in a normal combustion state in which misfires do not occur, the amount of fuel injected into the combustion chamber and the generated torque may be substantially proportional. Such a correlation is established. That is, on the assumption that the internal combustion engine is in such a normal combustion state, the generated torque can be estimated and calculated from the fuel injection amount. In addition, the actual torque corresponding to the estimated torque includes actual torque, load / friction in each stroke of the exhaust stroke, the intake stroke, the compression stroke, and the expansion stroke according to the control purpose of the operation state of the internal combustion engine. The torque and the stroke generation torque difference may be used alone or in combination as necessary.

  Specifically, from the viewpoint that the amount of fuel injected into the combustion chamber of the internal combustion engine and the generated torque are substantially proportional, the bore, stroke, cylinder, cylinder head, cooling system, etc. are the same. In an internal combustion engine that can obtain an optimum output torque in an internal combustion engine of the same design specifications, that is, an internal combustion engine individual (master engine) having a preferable central characteristic in mass production, the relationship between the fuel injection amount and the generated torque is obtained in advance. By defining this and applying it to other internal combustion engines and calculating the estimated value of the torque generated by the internal combustion engine from the latest indicated value of the fuel injection amount stored in the RAM 609, the operating state control unit In 611, variations due to manufacturing tolerances, which are individual differences in the internal combustion engine, particularly variations in fuel injection amount, variations in compression ratio, and variations in intake air amount. It is possible to compensate for the excess and deficiency of generating torque due to equal. At this time, it is possible to comprehensively compensate for the excess or deficiency of the generated torque due to variations in fuel injection amount, compression ratio variation, intake air amount variation, etc., and to realize vehicle behavior that is favorable for the user Is possible. In addition, for internal combustion engines of the same specification, it is possible to suppress fuel adjustment, that is, variation in air-fuel ratio, without using an oxygen concentration sensor or a wide area air-fuel ratio sensor.

  Further, the estimated torque calculation unit 610 uses the latest and past instruction values of the fuel injection amount stored in the RAM 609 to generate torque characteristics due to fluctuations in the actual torque of the internal combustion engine, fluctuations in the fuel injection amount, and the like. The correction value may be calculated by correcting the estimated value of the torque generated by the internal combustion engine in consideration of the time delay reflecting the above.

  The operating state control unit 611 controls the operation of the internal combustion engine control device 1 as a whole. Specifically, the operating state control unit 611 is configured to calculate the throttle opening calculated by the throttle opening calculation unit 603, the output torque of the internal combustion engine calculated by the actual torque calculation unit 607, and the correction value calculated by the estimated torque calculation unit 610. Based on the above, the fuel injection amount instruction value, ignition timing, and the like are calculated. The operating state control unit 611 controls the operating state by applying the fuel injection amount instruction value and the ignition timing calculated in this way to the internal combustion engine.

  Here, the operation state control unit 611 compares the estimated value of the fuel injection amount with the instruction value of the fuel injection amount of the internal combustion engine, and if the estimated value of the fuel injection amount is larger than the instruction value of the fuel injection amount. From the viewpoint that the actual fuel injection amount is larger than the fuel injection amount instruction value, that is, the fuel adjustment of the internal combustion engine is on the rich side, while calculating the fuel injection amount instruction value, the fuel injection amount If the estimated value is smaller than the fuel injection amount instruction value, the actual fuel injection amount is smaller than the fuel injection amount instruction value, that is, from the viewpoint that the internal combustion engine is on the lean side, the fuel injection amount instruction It is calculated by reducing the value. As a result, it is possible to realize a combustion injection amount that results in appropriate combustion with respect to the required output torque of the internal combustion engine without using a sensor or the like that detects the fuel condition of the internal combustion engine. At this time, the estimated value of the fuel injection amount is estimated by taking into account the time delay reflecting the torque generation characteristics caused by the fluctuation of the actual torque of the internal combustion engine and the fluctuation of the fuel injection amount, etc. A value obtained by integrating and averaging the values (moving average processed value) may be used as the correction value. The fuel injection amount instruction value is caused by fluctuations in the actual torque of the internal combustion engine, fluctuations in the fuel injection amount, etc. A value obtained by integrating and averaging the fuel injection amount instruction values (moving average processed values) in consideration of the time delay reflecting the generated torque characteristics may be used as the correction value.

  The drive circuit 612a controls the throttle opening by driving the throttle motor 70 in accordance with the control signal input from the operation state control unit 611.

  The drive circuit 612b controls the ignition timing of the internal combustion engine by driving the spark plug 80 in accordance with the control signal input from the operating state control unit 611.

  The drive circuit 612c controls the fuel injection amount of the internal combustion engine by driving the fuel injection valve 90 according to the control signal input from the operation state control unit 611.

  The internal combustion engine control device 1 having the above-described configuration achieves an appropriate fuel adjustment with a simple configuration capable of suppressing individual differences of the internal combustion engine by executing the following operating state control process. Control engine operating conditions. Hereinafter, with reference to FIG. 2, the operation of the internal combustion engine control apparatus 1 when executing this operation state control process will be described.

[Operation status control processing]
FIG. 2 is a flowchart showing a flow of an operation state control process executed by the internal combustion engine control apparatus 1 in the present embodiment.

  The flowchart shown in FIG. 2 starts when the ECU 60 is operated after the ignition switch of the vehicle is switched from the off state to the on state, and the driving state control process proceeds to the process of step S1. The operation state control process is repeatedly executed at predetermined control cycles by reading out necessary control programs from the memory and reading out necessary control data from the RAM 609 while the ECU 60 is in an operating state.

  In the process of step S1, the operating state control unit 611 determines whether or not the internal combustion engine is operating based on the actual torque of the internal combustion engine calculated by the actual torque calculation unit 607. If the internal combustion engine is operating as a result of the determination, the operating state control unit 611 advances the operating state control process to the process of step S2. On the other hand, when the internal combustion engine is not in operation, the operation state control unit 611 ends the current series of operation state control processes.

  In the process of step S2, the estimated torque calculation unit 610 determines from the indicated value of the fuel injection amount based on the characteristic indicating the relationship between the fuel injection amount and the generated torque in the internal combustion engine individual (master engine) having a preferable central characteristic in mass production. Estimated generated torque TIDCBP0 is calculated. The estimated generated torque TIDCBP0 calculated by the estimated torque calculation unit 610 in this way is used by the operating state control unit 611 and the like. Thereby, the process of step S2 is completed and the driving state control process proceeds to the process of step S3.

  In the process in step S3, the estimated torque calculation unit 610 calculates in the process in step S2 by taking into account the time delay that reflects the torque generation characteristics caused by fluctuations in the actual torque of the internal combustion engine, fluctuations in the fuel injection amount, and the like. Using the latest estimated generated torque TIDCBP0 and the past estimated generated torque TIDCBP0 stored in the RAM 609 by the operating state control unit 611, the values obtained by integrating and averaging (the values obtained by moving average processing) are Calculated as an estimated generated torque average value TIDCBPA. Then, the estimated generated torque average value TIDCBPA calculated by the estimated torque calculation unit 610 in this way is used by the operating state control unit 611. Thereby, the process of step S3 is completed and the driving state control process proceeds to the process of step S4.

  In step S4, the actual torque calculation unit 607 calculates the actual torque of the internal combustion engine using the rotation angular velocity of the internal combustion engine calculated by the angular velocity calculation unit 604. Here, the actual torque calculated by the actual torque calculation unit 607 includes the total amount of supply gas acting on the internal combustion engine and its change, that is, typically the throttle opening and intake pressure in the fuel injection system, and their changes. The stroke generation torque difference DCBCP0 that can be used as an index of change was used. Thereby, the process of step S4 is completed, and the operation state control process proceeds to the process of step S5.

  In the process of step S5, the actual torque calculation unit 607 calculates in the process of step S4, taking into account the time delay that reflects the torque generation characteristics caused by the fluctuation of the actual torque of the internal combustion engine, the fluctuation of the fuel injection amount, and the like. Using the latest stroke generation torque difference DCBCP0 and the past stroke generation torque difference DCBCP0 stored in the RAM 609 by the operation state control unit 611, the values obtained by integrating and averaging (the values obtained by moving average processing) are Calculated as an average stroke difference torque DCBCPA of the engine. Then, the stroke generation torque difference average value DCBCPA calculated in this way by the actual torque calculation unit 607 is used by the operation state control unit 611. Thereby, the process of step S5 is completed and the operation state control process proceeds to the process of step S6. Even if the latest stroke generation torque difference DCBCPA and the past stroke generation torque difference DCBCPA are integrated and averaged, the latest stroke generation torque difference DCBCPA is adopted as the stroke generation torque difference average value DCBCPA of the internal combustion engine. Good.

  In the process of step S6, the driving state control unit 611 determines whether or not the estimated generated torque average value TIDCBPA is larger than the stroke generated torque difference average value DCBCPA. As a result of the determination, if the estimated generated torque average value TIDCBPA is larger than the stroke generated torque average value DCBCPA, the operating state control unit 611 determines that the fuel injection amount is excessive, and performs the operating state control process in step S7. Proceed to On the other hand, when the estimated generated torque average value TIDCBPA is equal to or smaller than the stroke generated torque average value DCBCPA, the operating state control unit 611 determines that the fuel injection amount is too small, and performs the operating state control process in step S8. Proceed to processing.

  In the process of step S7, the operating state control unit 611 calculates and sets the fuel injection amount instruction value by reducing the fuel injection amount from the viewpoint that the fuel injection amount is excessive, and also uses the angular velocity of the crankshaft or the like. In addition, the target throttle opening is calculated using the accelerator opening and the like, and the fuel injection valve 90, the spark plug 80, and the throttle motor are driven via the drive circuits 612c, 612b, and 612a accordingly. By driving 70, the operating state of the internal combustion engine is controlled. At this time, the operation state control unit 611 records the fuel injection amount instruction value, the ignition timing, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S7 is completed and this series of operation state control processes is complete | finished.

  In the process of step S8, the operating state control unit 611 increases and sets the instruction value of the fuel injection amount from the viewpoint that the fuel injection amount is too small, and calculates the internal combustion engine using the angular velocity of the crankshaft or the like. In addition, the target throttle opening is calculated using the accelerator opening and the like, and the fuel injection valve 90, the spark plug 80, and the throttle motor are driven via the drive circuits 612c, 612b, and 612a accordingly. By driving 70, the operating state of the internal combustion engine is controlled. At this time, the operation state control unit 611 records the fuel injection amount instruction value, the ignition timing, and the target throttle opening calculated in this manner in the RAM 609 and then reads them from the RAM 609 to control the operation state of the internal combustion engine. . Thereby, the process of step S8 is completed and this series of operation state control processes is complete | finished.

  As is clear from the above description, the internal combustion engine control apparatus 1 in the present embodiment calculates the estimated torque of the internal combustion engine based on the indicated value of the fuel injection amount instructed to the internal combustion engine so as to cause combustion of the internal combustion engine. An estimated torque calculation unit 610 that performs an actual torque calculation unit 607 that calculates an actual torque of the internal combustion engine generated by combustion, and an operation state control unit 611 that controls an operation state according to the estimated torque and the actual torque. Since it is provided, it is possible to control the operating state of the internal combustion engine by realizing an appropriate fuel control with a simple configuration capable of suppressing individual differences among the internal combustion engines.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, the estimated torque calculation unit 610 calculates the corrected torque by correcting the estimated torque in consideration of the time delay reflecting the generation characteristic of the actual torque, and the operating state control Since the unit 611 controls the operation state according to the correction torque and the actual torque, the estimated torque can be appropriately corrected in consideration of the time delay reflecting the generation characteristic of the actual torque. By using such a correction value, the operating state of the internal combustion engine can be controlled more appropriately.

  Further, in the internal combustion engine control apparatus 1 according to the present embodiment, when the operating state control unit 611 has a larger correction torque than the actual torque, a new fuel injection amount instruction smaller than the latest fuel injection amount instruction value is given. Since the value is instructed to the internal combustion engine, it is possible to appropriately suppress the state where the fuel adjustment of the internal combustion engine is on the rich side, and it is possible to more appropriately control the operating state of the internal combustion engine.

  In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

  As described above, the present invention can provide an internal combustion engine control device capable of controlling an operating state of an internal combustion engine by realizing an appropriate fuel adjustment with a simple configuration capable of suppressing individual differences among the internal combustion engines. It is expected that it can be widely applied to internal combustion engines of vehicles such as motorcycles because of its universal universal character.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine control device 20 ... Throttle opening sensor 30 ... Crank angle sensor 50 ... Cooling water temperature sensor 60 ... ECU
DESCRIPTION OF SYMBOLS 70 ... Throttle motor 80 ... Spark plug 90 ... Fuel injection valve 601a, 601b ... A / D conversion circuit 602 ... Waveform shaping circuit 603 ... Throttle opening calculation part 604 ... Angular velocity calculation part 606 ... Cooling water temperature calculation part 607 ... Actual torque calculation Part 609 ... RAM
610 ... Estimated torque calculation unit 611 ... Operating state control unit 612a, 612b, 612c ... Drive circuit

Claims (3)

In an internal combustion engine control device for controlling the operating state of the internal combustion engine,
An estimated torque calculating unit that calculates an estimated torque of the internal combustion engine based on an instruction value of a fuel injection amount that is instructed to the internal combustion engine to cause combustion of the internal combustion engine;
A torque calculator for calculating an actual torque of the internal combustion engine generated by the combustion;
An operation state control unit for controlling the operation state according to the estimated torque and the actual torque;
An internal combustion engine control device comprising: The estimated torque calculation unit calculates a corrected torque by correcting the estimated torque in consideration of a time delay reflecting the generation characteristic of the actual torque,
The internal combustion engine control device according to claim 1, wherein the operation state control unit controls the operation state according to the correction torque and the actual torque.   The operating state control unit instructs the internal combustion engine to indicate a new fuel injection amount instruction value smaller than the latest fuel injection amount instruction value when the correction torque is larger than the actual torque. The internal combustion engine control device according to claim 2, wherein the operation state is controlled.

Images